Carburetor



Nov. 16, 1948. x J. 1'. RAUEN CARBURETOR 7 Sheets-Sheet 1 Filed Oct. '7, 1940 J. T. RAUEN CARBURETOR Nov. 16, 1948.

'1 sheets-sheet 3 Filed Oct. 7, 1940 INVENTOR. (/OH/i Z'Em/cr) flwkJ- AT'T EY.

Nov. 16, 1948. v r RAUEN 2,453,728

CARBURETOR Filed 001;. 7, 1940 7 Sheets-Sheet 4 INVENTOR. JOHN T Emmi v BY @240; 4 (id Z54 Patented Nov. 16, 1948 a cmuaa'roa John T. Bauen, Grosse Pointe', Mich. Application October 7, 1940, Serial No. 360,046

or Claims. (01. 123-119) This invention relates to carburetors for internal combustion engines of automotive vehicles and is particularly adapted for those vehicles equipped with free wheeling driving mechanisms or with certain types of transmissions which require closing of the throttle during speed changes.

This invention, therefore, has for its principal objects to provide in a device oftlns character: means to prevent engine stalling when the vehicle is operating through the free wheeling mechanism and during idling when the engine is cold, without the continuous use of abnormal mixture, and, during idling immediately after use of full open throttle when the engine is hot; means for effecting immediate automatic recovery to prevent engine stalling from the effect of back-firing such as intake manifold explosions; means causing explosions in the-induction system for the purpose of heating the induction system whereby stable carburetion conditions are quickly obtained while operating a cold engine; means for automatically enrichening the mixture to facilitate the starting and operation of a cold engine; draftaffected means for automatically reducing the fuel proportion of the starting mixture to a normal mixture upon firing of a cold engine; means for automatically increasing the amount of fuel delivered to the engine in excess of the normal full power mixture during acceleration, to the end of increasing the accelerating power of the engine; means for preventing back-fire flame from extending externally of the carburetor; means toprevent spilling of fuel externally of the carburetor as a result of back-fire; means for preventing spilling'of fuel through the nozzle as a result of heat transmitted to the carburetor, from the engine after the same is stopped; means for automatically varying the amount of fuel deliv'eredto th e engine by the accelerating pump in excess -o'f'the regular normal supply during all degrees-of throttle opening; means operated by the throttle for controlling the amount of fuel discharged by the accelerating pump; means for normally shortscircuiting to the float chamber a portion of the fuel delivered by the accelerating pump; means whereby a draft affected valve, ac-

tuating a pump supplying fuel to the engine in excess of the'normal supply, is allowed freedom of opening and closing action, to a degree of being substantially unrestricted inits movement to respond immediately as affected by variations in velocity of said draft; means operated by the throttle for varying the time of recharging a pump operated by'a draft actuated valve; means whereby fuel is metered to the spray nozzle during each discharge stroke of the accelerating pump, said metering ceasing immediately when said discharge stroke ceases and also during the recharging stroke of said pump; means for automaticallyvarying'the amount of fuel delivered to the engine, during the movement of a draft affected valve; means for automatically varying the fuel pressure at the orifices passing fuel from the accelerating pump to the nozzlermeans operated by the means for regulating the carburetor for starting a cold engine, whereby'fuel discharged by an accelerating pump actuated by a draft affected valve is delivered to the engine in quantities in excess of that delivered to the engine when the same is hot; means to temporarily retain the mixture for starting a cold engine, after starting of the engine; means for gradually reducing the starting mixture of a cold engine to a cold operating mixture; means for keeping a cold engine operating on a mixture of a hot engine; -means for metering air into a fuel metering means to regulate the fuel flow therefrom; means whereby the means metering air into a fuel metering means regulates the fuel metering means to provide fuel in quantities for starting a cold engine; means hydraulically controlled for reducing the mixture of starting a cold engine to a mixture for operating a cold engine; means whereby, and of, a draft affected valve, a fuel pump, a fuel metering means, a thermostatic or manual means, a, throttle regulating means, and a throttle means cooperating to regulate a carburetor whereby a cold engine can be started and sustained immediately in continuous operation opened in excess of the starting position; means whereby a carburetor having thermostatic or manual means regulating it for starting a cold engine provides a fuel mixture with which a cold engine will start, and thereafter automatically immediately regulate the mixture to sustain satisfactory engine operation from cold up to and including continuous normal hot operation independently of said thermostatic or manual regulating means; means whereby a valve of a carburetor adapted to resist theforce of air entering the carburetor through the valve resists said air entry force, from closed to full open position with decreasing force, the source of said decreasing force being of either constant, amount or increasing amount while said valve is moved by said air force; means whereby a spring actuating a valve of a carburetor, yieldingly against the force of a draft entering a carburetor actuates the valve to greater resisting force when the valve is at its closed position than when it is at its full open po. sition; means whereby all of the fuel utilized by an engine is supplied by a carburetor having a single nozzle; means of a carburetor having a fuel pump and a draft-affected valve associated therewith for varying the normal fuel supply to the engine; means whereby a variable quantity of fuel discharged by a fuel pump associated with a carburetor having a draft-affected valve actuating said pump is delivered to the engine in proportion to the rate of operation of said pump; means whereby a valve automatically regulating the amount of fuel delivered to the engine from the discharge of a carburetor fuel pump regulates a greater portion of discharge fuel tothe engine when the engine is cold than when hot: means for automatically regulating the amount of fuel delivered to an engine from the discharge of the accelerating pump; means providing for expansion of the normal volume of the discharge passage of a carburetor fuel pump beforethe discharge of fuel is made to the engine; means of a pump discharge valve whereby a portion of the quantity of fuel discharged therefrom can be bypassed from going into the engine; means whereby a pump discharge valve permitting fuel bypass, passes fuel to the engine before by-passing fuel; means whereby a carburetor discharge valve regulating fuel from the pump to the engine prevents fuel discharge to the engine; means for regulating fuel discharged to the engine by a carburetor device including a pump means adapted to supply fuel to the normal supply discharged to the engine, and a draft-affected valve adapted to actuate said pump means whereby the mixture of fuel and air produced by said carbureting device is controlled within the limits of fuel and air mixture upon which an engine can be operated.

Another object of the invention is to provide a carbureting device with means for automatically varying the mixture proportions during engine operation to suit requirements of an engine to produce maximum power at any operable speed; means for automatically priming an operating cold engine; means whereby a carburetor automatically enrichens the mixture proportions operating an engine during slow speed operation; means whereby an engine automatically overcomes its tendency to stall from mixture starvation, by its manipulation of a carbureting device; means cooperating with actuation of the throttle of a carbureting device whereby the rate of recharging a fuel pump adapted to discharge fuel the engine is varied by manipulation of said throttle: means cooperating with throttle to regulate the rate of recharging a pump, said means also being capable of regulating the recharging rate independently of the throttle; means whereby a pump actuated by a draft-affected valve automatically varies the force it imposes upon actuation of said draft valve, whereby the force imposed upon said draft valve is varied to permit the valve to fulfill its functions; means whereby a pump actuated by a draft-affected valve regulates the rate of return movement of said valve varying; means whereby the rate of pump recharging is rendered faster when the engine is cold than when the engine is hot; means whereby a carbureting device operates to supply a uniform mixture by assistance of a draft valve at one end of the range and without said assistance at the other end; means whereby a carbureting device adapted to automatically provide a starting mixture automatically stops providing said starting mixture by manipulation of the throttle valve; means preventing nozzle suction during reverse flow of gas through the carbureting device; means adapted to provide a secondary 4 air entry, said means extending into and beyond said main entry whereby a portion of the main air stream in said device is concentrated to flow past a single nozzle; means of a carbureting device including a means adapted to provide a secondary air entry and automatic means for closing said secondary air entry preventing gas flow therethrough; means of a carbureting device having one or more air entries, and automatic means of closing said entries to prevent reversal of gas flow; an automatic means to permit gas flow from said device only when internal pressure exceeds a predetermined pressure; means of a carbureting device including a throttle valve, controls for said valve, and means cooperating with said controls delaying closing of the throttle when the throttle is permitted to close at a speed in excess of a predetermined rate; means affected by its inertia and cooperating with a throttle valve of a carbureting device whereby the throttle is delayed in closing when permitted to close at a speed in excess of a predetermined rate.

For a better understanding of the invention, reference may be had to the following specification, taken in conjunction with the accompanying drawings of which there are seven sheets and in which:

Fig. 1 is a plan view of a carburetor embodying the principles of my invention;

Fig. 2 is a vertical sectional view taken along the line 2-2 of Fig. 1;

Fig. 3 is a side elevational view of the carburetor;

Fig. 4 is a vertical section taken in a plane on the line 4-4 of Fig, 1;

Fig. 5 is a sectional view taken along the staggered line 8-5 of Fig. 4, looking in the direction of the arrows;

Fig. 6 is an enlarged sectional view of the metering and pumping discharge valves illustrated in Fig. 4;

Fig. 'l is an elevational view of the carburetor of the side opposite that illustrated in Fig. 3;

Fig. 8 is a vertical sectional view taken along the staggered line 8-8 of Fig. l;

Fig. 9 is an end elevational view of a portion of the linkage mechanism, looking from the left of F18. 7;

Fig. 10 is a section taken along the line lO-iil of Fig. 1;

Fig. 11 is an end elevational view of the carburetor, looking from the right of Fig. 7;

Fig. 12 is a diagrammatic view of a carburetor illustrating a modified form of the application of the invention to a plain tube type of carburetor;

Fig. 13 is an elevational-view, partially in section, of a portion of a carburetor illustrating a modified form of mechanism for delaying the closing of the throttle;

Fig. 14 is a modification of one of the illustrated in Fig. '7;

Fig. 151s a diagrammatic illustration of a modifled form of means for providing a power mixture;

Fig. 16 is a diagrammatic view of the preferred embodiment of the invention illustrated in Figs. 1 to 11, inclusive;

Fig. 17 is a diagrammatic illustration of the inertia type of throttle stopping mechanism illustrating the position of the mechanism when the throttle is at idling position and the engine hot;

Fig. 18 illustrates the same mechanism as shown in Fig. 17, holding the throttle open, slightly in excess of the idling position and the engine hot; this mechanism operates only when the engine is hot; the mechanism shown in Figs. 21 and 22 details operates in its place when the engine is cold and during warming up;

Fig. 18a is a diagrammatic illustration of the throttle, the metering pin, the thermostat, the accelerating pump and associated members in the position as occupied when the engine is hot and not running, as indicated by the solid lines, and when regulated to. start a cold engine, as indicated by the dotted lines:

Fig. 19 is a diagrammatic illustration of the accelerating pump, its inlet valve, the throttle and associated members in the positions as occupied when the engine is hot and not running, as indicated by the solid lines: the dotted lines A and B indicate the position oLthe members identifled when the throttle is opened fully and the engine hot but not running; the dotted line C indicates the position of the engine is cold;

Fig. 20 is a diagrammatic illustration of the accelerating pump, its by-pass valve, its discharge valve and associated members in the position as occupied when the engine is hot and not running, as indicated by the solid lines, and the dotted lines indicate the position of said parts when'the engine is cold and not running;

Fig, 21 is a diagrammatic illustration of the throttle, air valve and throttle opening regulating mechanism in the position as occupied when the engine is hot and not running, as indicated by the solid lines, and the dotted lines indicate the position of said parts when the engine is cold and not running;

Fig. 22 illustrates the same mechanism as shown in Fig. 21, holding the throttle open, slightly in excess of the hot idlin position when the engine is operating just after starting when cold, as indicated by the dotted lines;

Fig. 23 is a diagrammatic illustration of the accelerating pump, the air valve and associated members, in the position as occupied when the engine is hot and not running, as indicated by solid lines, and as regulated by full engine speed, as indicated by dotted lines;

Fig. 24 is. a diagrammatic illustration of the metering pin, its stop, its regulating mechanism as operated by the throttle, and the throttle in the position as occupied when the engine is hot and idling;

member when the Fig. 25 is an enlarged vertical sectional view,

similar to Fig. 6 and illustrating a modified form of metering and pump discharge valve;

Fig. 26 is an enlarged vertical sectional view illustrating a further modified form of pump discharge valve;

Fig. 27 is a fragmentary elevational view illustrating a modification of the throttle operating mechanism shown in Fig. 7;

Fig. 28 isa fragmentary view illustrating a modified form of pump by-pass valve; and

Fig. 29 is a diagrammatic illustration of the control and operating mechanism for the modification illustrated in Figs. 25 and 27, insofar as the construction thereof differs from that illustrated in Fig. 16.

This invention, as illustrated in Figs. 1 to 11, inclusive, represents the carburetor in a practical form and consists of a body casting I, which provides as one of its functions, for a fuel chamber 2, wherein fuel is maintained at a suitable level 3 (Figs. 16 and 10), by means of a conventional float control mechanism comprising a float 4, a supporting bracket 5, pivotally mounted upon the pin 6, screwed into the body I. The support bracket 5 engages the needle valve I and actuates it to and fro within the cage 8, which is rigidly secured by forcing it into the body I. ,Movement posed at its lower extremity, is a throttle valve disc III, secured to a throttle shaft II. At the uppermost extremity of the passage 9 is disposed a draft actuated valve member I2, pivotally retained within the body i by means of the shaft II, to which it is suitably secured. The valve member I2 is provided with a secondary valve member I4 consisting of a thin disc of spring metal riveted to the valve member I2. The disc I4 normally closes a plurality of holes I5 in the valve member I2 and is adapted to automatically uncover the said holes I5 under certain operating conditions which will later on be described.

The upper extremity of the passage '9, as well as the entire body I, is covered by a plate It, secured thereto and which is. provided with an opening H, which forms the entry to the passage 8 and the seat for the valve member I2. Formed perpendicularly integral with the plate I6 and equally spaced around the periphery of the opening I1, a plurality of lugs I8 are provided for the purpose of attaching a conventional air cleaner. Secured to the cover plate I6 is the tube or nozzle I9, extending downwardly into and substantially =central with the lower extremity of passage or chamber 9 and forming an atomlzing passage wherein the fuel to be mixed with air flowing in the passage 8 is atomized prior to entering the main stream. The bottom end of the tube I9 is conically shaped to provide a seat for a conical valve member 20, which is secured to a guide pin 2| which is vertically slidably supported by a bracket 22. The valve 20 normally is open. Extending inwardly of the tube I9, a fuel nozzle or tube 23 is so disposed that the draft through the tube I9 draws fuel and air from the nozzle 23. A passageway 24 provides communication between the upper end of tube I9 and the fuel chamber 2' so that air may enter the same.

As illustrated in Fig. 6, the body I is provided with a bore 25, in which is disposed the fuel metering mechanism comprising two annular members 26 and 21; a tube 28 supported thereby and closed at the bottom end thereof by a plug 28, the tube being in communication adjacent the lower end thereof with the fuel chamber 2 through opening 30, and in communication with the bore 25 through a series of apertures 3i, a metering valve member 32 cooperable with an orifice in the top of member 21 for the purpose of metering air into the metering tube 28, and having a depending rod 33 to the lower end of which a piston 34 is secured and which piston cooperates with the lower portion of the tube 28 to provide a dash pot for the valve member 32.

The body I (Fig. 8) is provided with a cylinder 35 of an accelerating pump, the upper portion of which cylinder is in communication with the fuel chamber 2, by means of the slot 36, for the purpose of allowing fuel, which seeps past the piston 31 of the accelerating pump, to overflow back into the chamber 2, after the piston has filled. The

accelerating pump cylinder inlet and discharge to the bottom of a spring 42, which is securedat the upper end and outside of body I to a clamp 43 (Fig. 1). The upper end of the valve chamber 39 is provided with an opening leading to the fuel chamber 2 and forms the seat for the valve 4|.

Within the discharge valve chamber 40 there is disposed a valve consisting of an annular member 44 (Fig. 6) forming a valve seat, a lower an nular shaped guide member 45, an upper annular shaped guide member 48, and a plunger 41 slid-- able in the guide members and provided with a plurality of orifices 48, 48 and 58. The guide members 45 and 48 are spaced to provide a chamber 52 which is in communication with the fuel nozzle 23 by means of a passage 58, the space within the bore 25 outside'of tube 28 and passage 54. The portion of the accelerating pump cylinder below the piston 81 is in communication with the fuel chamber 2 through passageway 55 (Fig. controlled by a vertically movable valve member 58.

Disposed within the accelerating pump cylinder 35 and bearing at one end against the bottom of the cylinder and exerting upwardly against the accelerating pump piston 31, a conventional coil spring 5 is provided. The piston 81 is composed of an outer member 58 and an inner member 58. The outer member 58 is very closely fitted within the cylinder to provide the limit of sealing consistent with freedom of movement. The inner member 59 is rigidly secured within the outer member, and at its lower extremity is adapted to permit entry of the lower end of a connecting rod 60, and to retain the wrist pin 81, which secures therod 60 and the member 58 together in linear relation, but permits free oscillation of the rod 60 about the pin 81. The upper end of the accelerating pump piston rod 80 is formed perpendicular to the lower portion and is pivotally connected with one end of the lever 82 (Figs. 1 and '7) and retained therein by the cotter pin. The opposite end of the lever 82 is formed substantially U shape (Fig. 1), which is pivotally mounted upon the fulcrum pin 88 and secured in place by the snap ring 84, sprung into a groove in the pin 63. The pin 83 is rigidly secured to an arm 85 (Figs. 1 and 3), formed integral with the cover plate 16. The lever 82 is connected to the shaft 13 of the draft operated valve 12, by means of the link 88, which link 88 is prevented from dislodgin in one direction by the arm 82, and in the oppo.ite direction by the shaft H.

A lever 61 is mounted upon and pivotally secured-to the fulcrum pin 88, which is rigidly secured to the arm 65. The lever 81 is retained against axial movement upon the pin 88 by the snap ring 69, sprung into a groove in the pin 88. The fulcrum or pivot end of the lever 81 is constructed substantially U-shape, as illustrated in Fig. 1, and is adapted to contain a pair of rollers ill and the pin 'll upon which the rollers are pivotally mounted, and which are retained in place within the u-shaped end of the lever 81. The rollers lie end to end in relation to each other upon the pin 1 I, and their assembled length snugly spans the enclosure formed by the sides of the lever 61, thus limiting endwise movement of the rollers while permitting freedom of their rotation whereby friction between the lever 81, the spring 12, hereinafter described, and the lever 82 is practically eliminated. The pin II is supported by both sides of the lever 81 and is provided with a head of the same diameter as the rollers 18. The head of the pin H is placed between the lever 8'! and the arm 85 and serves as a spacer to maintain the proper relation of the lever 81 with the lever 82, whereby the cam 18 integral with the lever 82 is kept in proper aligned engagement with one of the rollers 10. The small end of the lever 81 is disposed to actuate the metering pin 32 by force of the spring 12 when the engine is below normal temperature, or cold. The spring 12 is of coil torsion type construction, the coiled portion providing for pivotal mounting upon the pin 48 within the enclosure of the lever 81 and retained in place thereby. One end of the spring 12 is disposed under one of the rollers 10, and the other end is anchored against the upright arm 85 of the plate 18, obtaining torsional reaction whereby the spring can rotate the lever 81 and keep it in engagement with the cam 18 of the lever 82.

The action of the lever 81 is controlled by the lever 14 (Figs. 1 and '7), which is pivotally mounted upon the member 15 and retained in place thereon by conventional icotter pins. The lever 14, at the end of one of its arms, is formed P rpendicular to extend over the lever 81 for actuating same. Adjacent to the fulcrum point it is offset so that its other arm will clear the metering pin 32. At the end of this arm a downwardly protruding portion 18 is provided to rest upon the plate It, forming a pivot point about which the lever 14 tilts when actuated by the member 15 to actuate the lever 61. The lever 14, as seen in Fig. 7, has the same profile, for a portion of its length, as the lever 11.

The rod member 15 at its upper end (Figs. 16, 18a, 19 and 20) provides a pivotal connection for the members 14 and 11, as mentioned above, a support for a stop 18, and is connected to the valve 58, which is provided with 9 slot for this purpose, as illustrated in Fig. 7. In Fig. 1, it can be seen that the head of the valve 58 is smaller in width than the diameter of the valve, and is rectangular in shape for adapting it to the two spacing sleeves 18 on the rod 15, which hold the valve from rotating, and thereby the passage in the valve member 58 is maintained in alignment with the passage 55. The member I5 is maintained in the proper position at its upper end by the slot 80 in the plate l8, wherein it is free to move, and at its lower end is held in proper rela-. tion by the lever 81 to which it has a pivotal connection, and held thereto by'cotter pins.

The'lever member 11,:as viewed in Fig. 1, is substantially U-shaped and is retained in place upon the member 15 by the end of valve 58. One arm of the lever I1 is provided to engage the rod member 82 (Figs. 1 and 7) and is actuated by the same when the engine is up to normal temperature. The other arm of the member 11 is provided with a substantially round end and disposed to rest upon the washer member 88, when the engine is below normal temperature, or cold. The clamp member 43 is pivotally secured to this arm of the lever, and the two members provide a means of varying the tension of the spring 42, when actuated by either of the rod members I5 and 82.

The rod member 82 is maintained in its proper position at its upper end by the slot 84 in the plate 18 (Fig.1), wherein it is free to move, and at its lower end is held in proper relation by the throttle lever 85 to which it has a pivotal connection.

Both of the slots 88 and 84 in the plate I8 are shaped semi-circular at their inner ends to fit the rod members 15 and 82 which are held in place thereto by the bracket member 88. This member 85 is secured to the plate l6 and is Provided with two semi-circular grooves which match the curvature of the rod member 15 and 82, forming,

with the slots 88 and 84, a circular hole to guide these rods and aliow freedom of motion ofsame therein.

'The bracket member 88 also provides a pivotal support for thelever member 81 (Fig. 11).

The lever member 81 provides for the transmission of motion from the rod member 82 to the metering pin 82. One arm of the member 81 at its end is formedto extend under the member 82 and the other arm disposed under and in line with the stud member 88, rigidly secured to the member 89 attached to the metering pin 82.

The member 89 is alsoprovided with a hole suitable to permit free vertical movements along the screw 90 which provides a guide to maintain alignment of the stud member 88 with the lever member 81. A sleeve 92 is disposed snugly over the screw 98 and rests upon the plate I6 to provide a stop, or seat, for the member 89 whereby the downward position of the pin 82 is fixed. The screw 98 is threaded into the carburetor body I, as shown in Fig. 11, and rigidly secured thereby thereto, passing freely through a suitable hole in the plate I6.

The lever BI is pivotally carried by the throttle shaft II and is retained in place thereon by the body I and the lever 85, and adjacent the end to which rod 15 is connected, a rod 95 is pivotally connected, the rod 95 being pivotally connected to a thermostatic member 95 which is secured to the hotspot of the inlet manifold of the engine. The members 95 and 96 provide a means for thermostatically controlling the cold starting mechanism. The cold starting mechanism. can be manually operated, in place of the thermostatic means, and such means of manual operavtion would be connected to the lever BI at the same point as rod 95. The lever 85 is rigidly secured to the throttle shaft I I and at one end thereof is adapted to pivotal connection, at I82; with the conventional control mechanism of an automobile. The other end of the lever 85 is provided with a stop screw 81 which is adjustable to hold the throttle slightly open, whereby the idling speed of an engine is regulated. The same end of this lever is provided with a nonadjustable stop 98 regulating the full open throttle position. On to the above mentioned end of lever 85 a third stop is provided. This stop consists of lever 99 and a supporting bracket I88, the bracket I88 being secured to the lever 85. The lever 99 is pivotally secured to the bracket I at III] and is' provided with a weight I8I secured to one of its ends, the other end being adapted to swing into the path of the screw 91 and under conditions of operation hereinafter described, holds the throttle open in excess of that normally provided by the screw 91.

The screw 91 impinges upon a boss I83 on the body casting I. The stop 98 is formed integral with the lever 85 and extends inwardly toward the carburetor body I and registers with the boss I84 integral with the body I of the carburetor. The screw I85 is threaded into the member 85, central with that portion of the lever 85 which straddles the throttle sh'aft I I. as illustrated in part in Fig. 11. The screw I85 is provided with a cylindrical portion extending through a hole in the throttle shaft, thus providing a means of rigidly securing the lever 85 to the throttle shaft I I. With the lever 85 secured as described above, and the lever ill in place as also described hereinabove, the throttle shaft II is prevented from endwise movement in one direction and prevented from movement in the opposite direction-by An end of lever 85 has rigidly secured to it a cam I88, which cooperates withan arm of hell crank I09 to provide varying positions of partial opening for the throttle III to prevent engine stalling when cold. Lever 8I is pivotally mounted upon throttle, shaft II and retained in place thereon by the body I and lever 85. Bell crank I 89is pivotally connected to the body I at III and is provided with an arm IIZ which engages the laterally extending arm of link 66 (Figs. 1 and 7) for preventing the throttle from returning to the position of hot idle" until the engine is warmed up. A lever II 3 also pivoted at I I I is engageable at an end thereof'with arm III, and the other end of lever H3 is engageable with a bracket II carried by rod 15 for the purpose of moving the arm 5 of bellcrank I09 out of the path of the cam I88 as the engine warms up.

Having specified the constituents of the carburetor, its operation will now be described in the numerical order of the following phases:

1. Automatic regulation of the carburetor preparatory to starting a cold engine.

2. Operation of the carburetor while starting a cold engine.

3. Operation of the carburetor while driving a cold engine.

4. Operation of the carburetor while the engine is warming up at idle speed.

5. Operation of the carburetor when driving an engine after it is up to normal temperature.

6. Operation of the carburetor to provide a uniform mixture at all engine speeds.

1st phase-Automatic regulation of the carburetor preparatory to starting a cold engine By the phrase "cold engine" is generally understood to mean that the engine and its associated parts are below the normal operating temperature of approximately 175 F. An engine can be down in temperature to approximately F. before it will require fuel in excess of the normal amount, to start, and, therefore, the thermostat 96 (Figs. 7, 16 and 18a) is so constructed that at this temperature it begins releasing the lever 61 which, by actuation from the spring 12, raises the metering pin 32 by means of lever 61 effecting an increase of the normal fuel supply by cutting down the air supply to the interior of the metering tube 21. As the temperature of the engine lowers to approximately 75 F., the thermostat 96 moves sufficiently to permit full raising of the metering pin 92 (Fig. 6), thereby closing the metering tube 21 against the supply of air thereto, which permits passage of the necessary amount of fuel for the engine to start at temperatures of 75 F. and lower. When the engine is in between the temperatures of 75 and 100 F., it will start as readily as at any lower temperature. At 75 F. of the engine, the thermostat has moved approximately one-half of its total movement, completing the above described function and also simultaneously raised the valve 55 (Figs. 16 and 20) sufficiently to shut off the accelerating pump by-pass passage 55. and partly lessening the tension on the pump inlet valve spring 42 (Figs. 16 and 19). Closing of the pump by-pass passage 55 by the valve 58, when the engine is cold, is done so that the full amount of fuel displaced by the accelerating pump is made available for the engine to facilitate starting and to enable operation of the engine at idle speed (approximately 300 R. P. M. or less) immediately after starting. 1

Lessening of the tension of the pump inlet valve spring 42, when the engine is cold, is done to facilitate rapid recharging of the accelerating pump whereby the draft operated valve I2 is allowed the freedom of activity needed to adequately operate the accelerating pump in maintaining the cold engine running at idle speed. As the temperature of the engine goes below '75" F., the lessening of the tension on the pump inlet valve 4| and .the closing of by-pass 55 continue until a temperature of approximately 40 F. is reached, whereupon further lessening of the tension of the pump inlet valve spring 42 is stopped, since further lessening is unnecessary to keep the engine running at any lower temperature. When the engine is up to normal temperature and operating at an idle speed, the throttle valve i is not fully closed, but is generally said to be. A small amount of gas must be allowed to pass through to the engine to keep it running at idle speed. Since the amount of gas varies as required by an engine to idle, the screw 91 is provided on the throttle lever 85, whereby the throttle valve Hi can be set, within small variations, of a slight degree, open. This small degree of open position of throttle valve ID will be referred to hereinafter as the closed position."

The thermostat 96, through the rod I5. raises the valve 56, the pump discharge stop 18, the lever 14, and the fulcrum end of the lever 11 (Figs. 18a. 19 and 20). By raising the fulcrum end |2| of the lever I1, its opposite end I22 is lowered, and this lessens the tension of the pump inlet valve spring 42, as the lever tilts over the rod 82 until the said opposite end I22 seats upon the washer 83 (Fig. 7) The cam 13 cooperates with the roller of lever 61 to provide a stop limiting upward movement of metering pin 32 (Fi s. 7 and 13a). Rod also moves lever H3 (Fig. 21) sufficient to permit arm H5 of bell crank I09 to move into the path of cam I08 after the engine has started, and the air valve l2 opened by increased draft through the carburetor and after manual opening of the throttle valve I0 (Fig. 22).

2nd phase-Operation of the carburetor while starting a. cold engine In Figs. 1 to 11 and 16 to 24, inclusive, the position of the constituent members is illustrated as arranged by a temperature of approximately 40 F. Illustration of the carburetor at this temperature was selected because it shows the position of all members at the beginning of their operations.

During the period of starting the engine, the draft operated valve (2 remains seated, because the amount of air needed by the engine is so small as to be freely passed through the tube f9 into the main air passage 9. Such being the case, the lever 62 and its cam 13 remain positioned as illustrated in Figs. '7 and 18a, and also. the lever 61 and the metering pin 32. With things arranged in the above relation. all of the air required by the engine flows through the tube I9, and draws fuel through hole in tube 28 and upwardly within the passage I23 interiorly of tube 28 to the level of the apertures 3|, through apertures 31 into annular space exteriorly of tube 28 and thence downwardly to passage 54 into the nozzle 23, tube is, and onwardly past the throttle valve l0, which is setting at the same position of partial opening, as described above, and in this position produces sufiicient vacuum within the induction system of the engine to vaporize the cold atomized fuel and 12 thereby produces the final requirements of a cold starting mixture.

The above described state continues until the engine has received a sufiicient quantity of fuel, whereupon it begins firing and promptly increases to a speed considerably above that at which it was turned over while starting. Upon increasing in speed, the engine increases the draft through the carburetor beyond the capacity of the tube ill to pass the required amount of air, and therefore the valve l2 (Fig. 22) is opened by the force of air entering the carburetor through the opening I! in the plate IS. The valve i2, while being opened, communicates its movement through the member 66 to the lever 62 (Fig. 23), which simultaneously is moved correspondingly and forces its cam 13 (Fig. 18a) over the roller 10 rotating the lever 61 downwardly and lowering the pin 32 within tube 21 (to the position of solid lines of pin 32 and lever 61, only), thereby reducing the flow of fuel.

The opening of the valve 12, as previously explained, also allows the bell crank I09 (Fig. 21) to swing so that arm H5 thereof contacts cam I08. It is practice in starting an engine, to open the throttle as soon as the engine starts firing, to speed up the engine above starting speed, and, after manual opening of throttle in (Fig. 22), the arm H5 of bell crank I09 moves into the path of cam I08 to maintain the throttle [0 open slightly in excess of the position occupied while starting, whereby, when the throttle is again allowed to close, the engine can receive fuel puisatingly to sustain operation at a speed substantially equal to or less than hot idle speed.

Simultaneously with the above described actions, the lever 62 transmits movement through the rod 60 (Figs. 7, 8 and 18a) to the accelerating pump piston 31 (Fig. 8) so as to discharge fuel from the pump cylinder 35 and through the passages 38, 40, into the discharge valve member 41. The fuel thus being moved raises the valve member 41, permitting flow of fuel through apertures 49 and/or 50 into the passages 52 and 53, the latter of which communicates with the bore 25 which communicates with bore 54 and nozzle 23. The addition of fuel to that within the passsage 54 and the nozzle 23, as previously described, causes an excess which is immediately drawn off by the suction of the nozzle 23, as previously described. This additional quantity of fuel assists the engine to immediately accelerate in speed from that at which the starting motor turns it over, to the speed to which it increases after firing starts.

After the above described action has taken place, the engine will operate momentarily at the increased speed mentioned above, and then, as the flow of fuel is reduced by the metering pin 32, as previously described herein, the engine will decelerate to a very slow speed, whereupon the draft through the carburetor, instead of being substantially uniform in velocity, occurs in impulses as each cylinder intakes, and therefore the valve 12 is caused to fluctuate in response to these impulses. This action is commonly called flutter and hereinafter will be referred to as such. This fluttering action of the valve [2 transmits impulses to the accelerating pump piston 31, which in turn supplies additional fuel, as previously described, and the engine, instead of stopping or stalling, as it is commonly called and hereinafter referred to as such, will continue to operate, but at. an irregular speed, hereinafter referred to as drifting.

The above described fluttering action of the valve I 2 .at slow or idle speed of the engine is accomplished by lessening the normal tension of the spring 42 (Figs. 8 and 19), as previously described herein and further described hereinafter (Fig. 19), which renders the draft valve and pump freedom of movement necessary to be fully effective in keeping the engine running at or below the idle speed. The pump by-pass passage 55 (Figs. and 20) is closed during this operation, as previously described.

After the throttle valve It has been manually opened, upon starting of the engine as described above, and thereafter allowed to close to such position as regulated by bell crank I09 and cam I08 (Fig. 22), the engine will continue to drift until it has reached normal temperature, whereupon its speed will steady and the valve l2 will discontinue fluttering, and the only fuel then flowing to the engine will be that as regulated by the metering pin 32.

3rd phase0peration of the carburetor while driving a cold engine The worst condition to be met by a carburetor is to suddenly impose a full load upon a cold engine, at idle speed, and this condition is fully provided for in the novel carburetion which this invention performs.

When imposing a full load upon an engine suddenly, the throttle valve I0 is quickly, fully opened. Assuming that the load imposed upon the engine is such that it cannot immediately accelerate above an idle speed, in such event the full open throttle allows more air to flow to the engine than was flowing at the idle position of the throttle. This increased flow forces the valve 12 from the position corresponding to idle position of the throttle, to the position corresponding to that of full throttle at the same engine speed, and, in doing so, it actuates the accelerating pump piston 31, forcing an extra supply of fuel into the engine, causing it to momentarily respond to the throttle increase, but almost immediately thereafter the engine starves because of the mixture containing too little fuel. This starved condition brings about an explosion, or

series of same, commonly called, and hereinafter referred to as backfiring. It is a purpose of this invention to bring about back-firing because the heat associated therewith conditions the induction system to prematurely stabilize carburetion. Back-firing sets up a reverse or outward flow through the carburetor, which forces the valve I2 shut, and upon closing, the valve l2 stops the outward flow of gas and confines the flame of back-fire within the carburetor and the entire induction system. The valve 20 (Fig. 4) on the end of the tube 9 also closes as a result of backfire and prevents the outrushing flow from either, forcing the fuel in the nozzle back into the fuel chamber 2, or out the top of the tube IS. "The valve 20 is forced open again, partly by gravity and by air re-entering the tube l9 after back-firing ceases. Considerable pressure is occasionally associated with confining back-fires in this manner, and therefore to avoid constructing the carburetor to withstand such pressure, which would make it unduly expensive and cumbersome, the carburetor is constructed less substantial, and, by means of the valve H, the pressure of back-fires is prevented from exceeding a safe limit by allowing the gas, through the holes 15 in the valve ill, to deflect the valve l4 slightly and thereby escape sufficiently to relieve fire subsides, the engine again draws air through the carburetor until the following back-fire again ,reverses the flow. In order to recover the amine before it stalls, as a result of such back-firing. the valve l2-must be capable of closing and opening in pace with the alternating flow so that by means of the accelerating pump which it operates (normally, during the discharge stroke only) it can adequately prime the engine, and toward this end the valve I2 is relieved of the full normal load of recharging the accelerating pump. Actually, it is to be understood, the valve l2 does not recharge the accelerating pump, this being done by the spring 51 which operates both, through their connecting mechanism. However, in the event of a back-fire, the outwardly rushing gas acts to force the valve I! shut, faster than the spring 51 is capable of doing, while simultaneously recharging the pump. Therefore, the valve l2 aids in recharging the pump, and this load on the valve, were it not lessened, would prevent closing of it, or at least sufficient movement of it. to draw into the pump enough fuel to prime the engine adequately, upon reopening of the valve l2 after the back-fire has subsided.

To enable lessening of the above mentioned load on the air valve and so that the other actions, as hereinafter mentioned, may take place properly, is the purpose of the spring 42 actuating the pump inlet valve ll, and, thereby, automatic opening and varying amounts ofthe same are obtainable, depending on the amplitude of a back-fire, and the consequent speed at whichv the valve l2,is closed during the above mentioned conditions of operation' As a further aid in adequately fulfilling the conditions mentioned is lessened, in the manner as herein.

Recalling to mind the assumption of operation at the beginning of thedescription of this phase of engine operation, the engine being operated at low speed with a full open throttle, which will be understood when referred to hereinafter as below fifteen miles per hour car velocity (in high gear), the intake strokes of the engine occur so slowly that the draft through the carburetor rises and falls considerably in velocity, causing the valve 12 to flutter in pace with each intake stroke, and this fluttering action, being transmitted to the accelerating pump, causes a delivery of an abnormal amount of fuel to the engine. This extra amount of fuel enables the engine not only to run as smoothly as it would were it up to normal temperature, but it also enables it to produce all the power it is capable of at subno-rmal temperature.

There is a limit to the amount of eXtra fuel upon which an engine will properly operate While performing the above mentioned functions, and this amount is regulated by the tension of the pump inlet valve spring 42 mentioned above. This regulation is provided by fixing the tension of the spring 42, which is accomplished by pulling on the end of the spring projecting above the clamp 43 (Fig. 8), until the proper tension is reached, and then retained by tightening the reviously described screw I25 (Fig. 1). Regulation of the upward or recharging speed of the piston 31 provides for the right amount of extra fuel to be taken into the pump as required during each intake stroke of the engine in the time between the occurrence of one to the occurrence of the following intake stroke of the engine. As each intake stroke of the engine approaches completion, the draft through the carburetor keeping the valve I2 open, falls off, allowing the valve I2 to begin closing, thus permitting recharging of the accelerating pump, and, at the completion of each intake stroke, the draft falls off to nearly zero, but the valve I2, instead of completely closing in consequence, as it would were it not prevented by the .restriction placed upon the ingress of fuel to the accelerating pump, closes only a small distance.

Therefore, as each following intake stroke begins, the draft through the carburetor is again increased and. forces the valve I2 open the amount it had closed, whereby the amount of fuel taken into the pump, as described above, is discharged into the engine The amount of fuel delivered .to the engine during each intake stroke, while operating at low speed or flutter range, varies with the enginespeed and the degree'of throttle opening. When the engine is operating as described above, namely idle speed and full throttle, the largest amount of extra fuel is required and is delivered. Below and above this speed a lesser amount is needed, and the variations are automatically provided by the variations in the pulsating draft through the carburetor as described above. It so happens that at idle speed, full throttle, the variations in draft are greatest and proportionately affect the activity of the valve I2 and the accelerating pump. As theengine speed goes below that of idleythe intake strokes occur more slowly, and being of longer duration, the amount of air taken in at each stroke has more time to enter, and therefore the movement of the valve I2 is less; consequently the accelerating pump supplies a reduced amount of fuel. As the engine speed increases above that of idle, an action inverse to the above takes place,

' inasmuch as the intake strokes occur more rapidly, and therefore the time between each intake stroke lessens; consequently, as described previously herein, less time is available for the accelerating' pump to recharge, and thereby the quantity of fuel taken in and discharged is out down,

reducing to zero at an engine speed'corresponding to approximately fifteen miles per hour car speed, for a six cylinder engine having one carburetor; for a four cylinder engine, or an eight cylinder engine having two carburetors, the speed is higher, and lower for an eight having but one carburetor, etc.

When an engine is operated in the above mentioned flutter range and with any degree of throttle less than full open, it requires less extra fuel, and in this event the supply is also automatically adjusted lower,-by the same action as described above, and a lesser amount is supplied because the draft is lessened, which lessens the movement of the valve I2; also, the spring tension on the pump inlet valve being increased slows up the recharging speed of the pump, and these actions combined produce the lesser fuel supply mentioned.

During acceleration of the engine with either part or full open throttle, above fifteen miles per hour car speed, the draft through the carburetor increases, thereby effecting a steady flow of extra fuel from the accelerating pump, needed by the engine to produce its maximum acceleratin: power.

When the engine is operating under a load such as idly turning itself over when cold, with a throttle opening of the amount such as regulated by the bell crank I09 when in contact with the cam I08, the fuel mixture ratio being supplied to the engine, as regulated by the metering pin 32, is substantially equal to that of the full power fuel mixture ratio when the engine is hot. However, any degree of throttle opening in excess of the above mentioned amount of Opening and up to full open throttle effects a corresponding opening of the valve I2 by increased draft and, through the medium of members 68 and 82, and particularly the cam I3, the lever 61 can be permitted to move upwardly responsive to spring I2 for lifting the metering pin 32 to increase the fuel mixture ratio, as thus effected, by diminishing the amount of air entering the tubes 21 and 28, and in this manner the engine will maintain its full power after acceleration has ceased at speeds in excess of the above mentioned fifteen miles per hour while still cold.

In the foregoing description, considerable novel carburetor action has been described, of this in- 4th phase-Operation of the carburetor while the engine is warming up at idle speed Immediately upon firing, the heat of the exhaust gas begins to raise the temperature of the induction manifold to which the thermostat 96 (Figs. '7 and 18a) is secured, and therefore raises in temperature simultaneously therewith. Assuming that the temperature of the engine is around 40 F., when started, the constituent parts of the carburetor will be positioned substantially as illustrated in Figs. 1 to 11 and 16 to 24, inclusive, with the exception that the draft valve I2 will be open to a point whereit has positioned the leading end of the cam 73 (Fi 18a) of the lever 82, in such relation upon the rol er I0 of the lever 81, that the lever 61 has lowered the metering pin 82 to the above described position of full power fuel mixture ratio when hot. Upon firing, the throttle I0 is manually opened, as described above, and then, it will be assumed, for the purpose of this part of the description, that the throttle is immediately thereafter allowed to close, stopping against the lever I09 (Fig. 22) which holds the throttle slightly open, as previously herein described, and with this amount of throttle opening, the engine will continue to operate until thoroughly warmed up. To those experienced in this art, it will be readily understood that an engine in most cases would not operate continuously under the above described conditions of fuel quantity, but by the means of this invention, acting as above described, enables the engine to automatically prime itself, as it were, through the fluttering action of the air valve I2, the cooperation of the accelerating pump, and the throttle position, as the engine approaches such slow speed as to be on the verge of stopping or stalling";

therefore, before stalling occurs, the engine 17 tinues until the engine approaches substantially the semi-warmed up temperature, whereupon it runs at a uniform, but somewhat higher speed, than when first started or while cold.

While the engine is warming up, the thermostat 96, through the medium of the leverand the rod I5, moves the lever I4 downwardly, which, by means of the turned-over end thereof, engages the lever 61 (Figs. 1, 7 and 18a), lowering same, which in turn lowers the metering pin 32 to a final position corresponding to a fuel mixture known as the"economy mixture.

When the lever 01 is finally fully lowered, due to the action of thermostat 38, the roller I0 thereof is out of engagement with the cam I3 of the lever 62, and the metering pin 32 is then resting upon the sleeve 92 (Fig. 11) which regulates the metering pin 32 to its position within the tube 21 (Fig; 6), providing the "economy mixture" mentioned above.

Simultaneously with the above described actions, the valve 56 (Figs. 4, 5 and 20) is lowered by thermostat 96 until the port hole I20 registers finally with the center of the passage 55, and thereby the accelerating pump is put in communication with the fuel chamber 2 under operating conditions up to ten miles per hour car speed (high gear), to prevent the pump from supplying unwanted fuel to engine during irregular running of the engine at idle speed and with the throttle closed, during which operation stalling of the engine can otherwise occur. Above ten miles per hour operation, the piston covers the passage 55, and by-passing ceases.

Also, simultaneously with the above mentioned actions, the stop I8 (Figs. 1, 8 and 20) is lowered, by thermostat 96, to reduce the lift of the pump I discharge valve piston 41, limiting it to a lift whereby only the ports 49 and 50 can register with the passage 52 and 53 (Figs. 6 and 8). These ports 49 and 50 provide a variable discharge outlet from the pump to meet the varying requirements of engine operation. The port 49 provides for a metering of a very small amount of fuel to the engine in excess of the normal mixture during substantially full power output of engine at speeds corresponding to that of idle, or below, whereby exceptional smoothness of engine torque is obtainable and therefore power from the engine in excess of that obtainable with a carburetor not possessing the feature embodied in this invention.

upon the entry of fuel to the accelerating pump. Maximum restriction being placed upon the entry of fuel to the pump when the throttle is closed and/or nearly so, however, the air valve I2 is free to flutter at engine speeds belowa corresponding ncar speed of ten miles per hour, when hot, but

The port 50 provides a metering orifice larger than 49 to pass sufiicient fuel to engine to meet the requirement of quick acceleration, and under this operating condition it is at times necessary to by-pass some fuel that the pump discharges, and toward this end the port 40 is provided and extends above the sleeve 46 and communicates with the fuel chamber 2.

When the engine is cold, it requires larger accelerating charges from the pump and toward this end the stop I8 is raised by the thermostat 96 as previously described, which then allows the valve piston 41 to raise until its lower extremity is substantially level with the lower end of sleeve 46 thereby greatly increasing the area of discharge and volume of fuel deliveredto the engine. Simultaneously, also, with the above described actions, the fulcrum end I2I of the lever 71 is lowered by thermostat 96, tilting the lever 11 over the top of rod 82 (Fig. 19), thereby raising the other end I22 and increasing the tension on the pump inlet valve spring 42, which in turn regulates downwardly, fluttering of the air valve I2, hereinbefore described, by increasing the restriction due to the pump by-pass passage 55 being open, no fuel is delivered to the engine.

When the throttle valve I0 is opened. the rod 82 connected therewith (Figs. '7 and 19) is moved downwardly (indicated by dotted lines A and B) and thereby also the end I22 of lever II which in turn lessens the tension on the pump inlet valve spring 42, allowing slight fluttering of the air valve I2 and thereby slight fuel delivery by the accelerating pump in proportionate amounts to throttle opening.

Simultaneously'also with the above described actions, the lever 'I I3 (Figs. 7 and 21) is moved by the bracket II4 so as to disengage the arm III (indicated by the solid lines, Fig. 21) of the bell crank I09 from the cam I08 to permit full closing of the throttle I0. The flats I30 and I32 on the cam\ I08 provide for varying positions of slight throttle opening as regulated by thermostat 06.

5th. phase-Operation of the carburetor when driving an engine after it is up to normal temperature necessltyfor the engine to operate satisfactorily,

such, that not a bit more can be added to the supply, and, therefore, when the draft through the carburetor is irregular, as mentioned above, the effect upon the draft valve I2 transmitted to the accelerating pump effects a discharge of fuel, but by means of the valve 56 (Figs. 4, 5 and 20), the discharge is prevented from going to the engine. The passage I20 in the valve 56 permits free bypassing of fuel from the pump, back into the fuel chamber 2, through the passage 55, during slight flutter of the valve I2, such as described above. The passage 55 is located in such relation to the bottom of the piston 31 that it is shut off by the piston 31 as it travels downward to a position corresponding to, arbitrarily, ten miles per hour car speed on level roadways, after which all the fuel displaced by the piston is available for the engine. At this speed, and above, the intake pulsations of the engine (six-cylinder engine) as previously explained, occur in rapid succession and therefore and also because the throttle opening is so small at this speed, the activity of the valve I2 and the accelerating pump is not sufficiently affected to cause a delivery of fuel to the engine, unless the car is accelerating; in which case the draft through the carburetor is steadily increasing rather than fluttering. In addition to this control of fuel from the accelerating pump, additional control is effected by the tension of the pump inlet valve spring, as previously explained.

When a load is put upon an engine in excess of that required to operate a vehicle on level roadway at idle speed, part open throttle, the draft through the carburetor is increased proportionately with the loading, effecting larger opening of 19 the valve I2 and a relatively lower positioning of the piston 31 of the accelerating pump, and therefore, the corresponding car speed at which the piston 31 cuts off the by-passpassage 55 lowers accordingly, even to that of idle speed, if a full load is placed upon the engine at this speed; in which case the draft through the carburetor is increased to where the valve I2 lowers the piston 31 slightly beyond fully cutting off the passage 55. If full loading of the engine is done slowly, the movement of the accelerating pump is correspondingly slow, and the fuel displaced thereby freely flows back into the chamber 2, until the piston 31 passes the shut-off position and from there on the fuel displaced is available for the engine, but, if a full load is put upon the engine suddenly, movement of the piston 31 then becomes too rapid for the small passage I20 in the valve 56, to freely by-pass all the fuel being displaced, and the pressure on the fuel associated with such movement of the piston 31 imparts motion to the fuel within the pump and the passages 38 and 40, whereby the pump discharge valve piston 41 is raised until either of the ports 49 and 59 register with the outlet passage 52, and the required amount of extra fuel is thus made available for the engine to respond accordingly.

While the throttle is being opened fully, the rod 82 (Figs. 7 and 24), attached to the throttle lever 85, is lowered, and thereby the lever ll, by force of the pump inlet valve spring 42, is lowered, and the tension of the spring 42 is lessened to permit sufficient fluttering of the valve I2 whereby the accelerating pump supplies fuel as long as running is continued at idle speed. However, if the speed is increased with either full open or a lesser opening of the throttle, extra fuel continues to be supplied, pulsatingly, varying only in quantities depending on throttle opening, upward to approximately fifteen miles per hour car speed with full open throttle, and proportionately less speed with less throttle opening, and, if the speed is extended beyond this, even up to top speed, the increased but steady draft through the carburetor steadily continues opening of the valve I2, maintaining a steady supply of extra fuel required by the engine for maximum accelerating power; the extra supply of fuel ceasing only when top speed is reached, or' below this speed, depending upon the degree of throttle opening.

During operation of the engine at the "fluttering speed where impulse feeding of fuel occurs above mentioned and particularly at a speed of one mile per hour with throttle opening in excess of one quarter of full open, up to full open, considerable extra fuel is supplied to engine and accumulates in the induction system, and under such condition, the throttle is allowed to close suddenly, stalling of the engine would result before it could consume or dispose of the said accumulated excess fuel. As a means toward overcoming this effect of impulse feed of fuel, the throttle is prevented from closing fully, when allowed to suddenly" close as mentioned above, by the lever' 99 (Figs. 17 and 1B), which, under the influence of gravity upon the weight IUI, is held in the position shown in Fig. 1'7, or vertical at any motionless position of the throttle lever 85, along the circular path the throttle lever describes in its movement. However, when the throttle lever is suddenly allowed to close, the inertia of the weight IllI causes clockwise rotation of the lever 99 about its fulcrum III), as its fulcrum is moved by the throttle lever 85 in the closing direction, resulting in that the end of the lever 99, opposite its inertia end, is moved into the path of and impinged against the throttle stop I03, Fig. 18, where it is held by the conventional throttle closing action as employed on automotive vehicles. In this manner the throttle is held open slightly in excess of the said idle position whereby the engine will continue running, at an extremely low speed, until the excess fuel in the induction system has been drawn off or disposed of, whereupon the engine speed will increase up to normal for such said corresponding open position of the throttle. The lever 99 is released and allowed to restore to the position as shown in Figs. 7 and 17 by slight re-opening of throttle and after which throttle will close completely.

6th phase-Operation of the carburetor to provide a uniform mixture at all engine speeds Conventional carburetors, in general, are classifl-ed as either plain tube type, or air valve type, with respect to the means employed in producing a uniform mixture of air and fuel, at all engine speeds, by the action of the air flowing through the carburetor. These two types of carburetors, individually, are equally limited with respect to the amount of air they will pass at a given pressure and size. However, to combine the principles of both into a single carburetor of an equal given size, as is done in this invention, the combination will pass a greater amount of air for an equal given pressure, whereby increased speed and power can be obtained from an engine.

In this invention, referred to Figs. 1 to 11, the tube I9 admits air into the carburetor main air passage 9, at all times, and also constitutes a large fuel nozzle, and the small or lower end of the passage 9 cooperates with the low'er end of the tube I9 to provide partial vacuum within the tube I9. The valve I2 in this invention performs the equivalent function of the air valve in conventional carburetors, but differently, in that it lessens the resistance to entering air, upwardly of idle speed on up to top speed, whereat the resistance is practically zero as it comes to a stop, full open, on the projection I33 within the passage 9. This action of the valve I2 is made possible when using a conventional spring 51 (Figs. 8 and 23), by the arrangement of the fulcrum C of the lever 62 (Fig. 23) in vertical alignment with the center D of the shaft I3 of the valve I2, and also by attaching one end of the link 66 to the lever 62 and the other end to the shaft I3 at the relative position illustrated in Figs, '7 and 23. By this arrangement, a force line A passing through both ends of link 66 is further away from the center D of shaft I3 when the valve I2 is closed, and therefore the spring 51 will exert more of its force while at its weakest strength, upon the valve I2, than when valve I2 is full open (as indicated by the dotted lines) whereat the force line B is nearest to the center D of shaft I3. It appears that immediately after idle speed of the engine at which the peak resistance of the valve I2 exists, the increased draft through the carburetor would force the valve I2 fully open, but such is not so, because the angle of the valve I2 with respect to the directional flow of air changes constantly, and therefore, while the draft is increasing, its impact force upon the valve I2 is decreasing.

At top engine speed the velocity of air flow through the carburetor is sufficiently fast to draw the required amount of fuel from an unshrouded nozzle projected into the main stream at an angle substantially the same as illustrated in Fig. 4, and such an arrangement also functions satisfactorily for speeds somewhat less than top speed, but, from such a point on down, the velocity of flow falls off too rapidly in proportion to the engine speed, and suflicient fuel no longer can be drawn from the nozzle. Therefore, in this invention, the tube It is provided around the end of the nozzle 22, whereby the proper proportional velocity decrease of air passing over the nozzle 23 occurs by the cooperation of the main air stream velocity within the passage 9 and the valve l2, as the engine speed is lowered.

lt'nshrouding the nozzle end with the tube ll changes somewhat the characteristic of drawing fuel from the nozzle, as explained above, inasmuch as the velocity of air passing the nozzle does not alone set up the necessary depression at the nozzle end to draw the required amount of fuel, but merely aids .the depression within the tube- It between the nozzle and the lower end of the tube, the combined action creating the required depression at the nozzle. The velocity of the air flowing in the passage '9 at high engine speeds nearly reaches its peak in the vicinity of the end of the tube It and thereby in passing creates a "depression cone starting atthe end of the tube and extending beyond it into the air stream. This cone effects a depression upwardly within the tube I! which partly effects drawing fuel from the nozzle 23 and partly aids in increasing the flow of air from the top of the tube l9, past the nozzle 22. By'disposingthe top of the tube ll, as illustrated in Figs. 2 and 9, a portion of the air stream entering the opening I1 is directed into the tube "with considerable impact at high engine speed andthereby aids the above mentioned depression within the tube iii in passing air over the nozzle 23 at proper velocity; 1 As the air velocity through the passage 8 is lowered-below that of top engine speed, the depression cone, mentioned above, becomes proportionately less and proportionately lessens the depression within the lower portion of the tube Ii. drawing proportionately less fuel from the nozzle 22; however, the tube I! in effecting the required flow of fuel from the nozzle 23, suffers the same as the nozzle alone, as explained previously. Therefore. in order to maintain the necessary depression at the end of the tube l-O, while the depression cone lessens, as explained above, resistance by the air valve to entering air is provided,

. as previously explained, to begin increasing, and

thereby starts a partial vacuum within-the passage O, between the throttle valve l and the main air entry l'l, whereby the cooperation of the said partial vacuum and the said depression cone efi'ect a proportionately less supplyof-fuel as the engine speed goes down, the valve l2 cooperating increasingly with the decreasing velocity of the air passing the end of the tube 18.

At idle speed of the engine, the least amount of fuel is required, and therefore the least depression is provided in the nozzle 23 by the metering valve 22, hereinafter'fully described, but, as the engine speed is increased by increased throttle opening, more fuel and air are required and the valve 32, in resisting the entry of air into the tube 21, increases the depression therein, as supplied by nozzle 23, and more fuel is drawn from the nozzle 23 and simultaneously the depression cone at the end of the tube I! builds up due to increased air flow in passage 9. This action continues upwardly to top speed, where the valve I2 offers its least resistance to entering air, while the depression cone is increased g to maximum by the high velocity of air passing,

--proximately one-third to full open of the throttle and at top speed supplies all the effort to draw from the nozzle 23 the required amount of fuel.

All carburetors of present time are required to supply two mixtures for normal running: the one having the lesser percentage of fuel content is generally called the "economy mixture, while the second containing a higher percentage of fuel is generally called the "power mixture." The first, or economy mixture, will operate an engine satisfactorily at all speeds, but due to its lack of sumcient fuel content, the engine cannot put out maximum power. Since it is necessary to fully open the throttle valve of the carburetor, in order.

that an engine may intake all the mixture possible for maximum power, the second, or power mixture, is generally controlled by the throttle action so that. as the throttle is opened from, arbitrarily, one-third to full open; the power mixture is brought into play. In this invention the economy. mixture is provided by lowering the metering pin 82 within the tube 21 until the least amount-of fuel required is passing to theengine, after which the setting is fixed by tightening the nuts I and Hi (Fig/11). From this position the metering pin 22 (Fig. 24) is raised until the required amountof fuel for full power is flowing, and this is provided as the throttle valve I0 is fully opened. by the movement of the throttle lever 86 which transmits its motion through the rod 82 (Fig. 7) to one amid the lever 81 (Fig. 11), tilting its opposite .end upwardly into engagement with the stud ti and thereby raising the meteringpin 32 the necessary amount. as the throttle lever moves from apvalve Ill.

The metering pin 32 moves with the throttle II at all times, varying the amount of air admitted into the tube 28 and thereby varying the depression wi hin the tube 28 whereby the level of-fuel within the said tube is made to vary. which level in turn submerges one or more of the orifices 3i and thereby the quantity of fuel allowed to the engine varies, depending on how many of the orifices 2| are submerged. These orifices are submerged in proportion to throttle opening and engine speed, i. e., at full throttle,

. top engine speed. all of the orifices may be submerged, while at idle engine speed and full open throttle only two of the orifices I! may be submerged. The increase of air velocity passing the lower end of tube l8, above idle engine speed, on up to top speed, with part to fully opened throttle, increases the depression within the tube ll, the nozzle 22, and the tube 20, whereby, without any movement on the part of the throttle (after fully opened) and the metering pin I2,- the above described action raises the fuel within the tube 28. above explained.

In Fig. 12 there is disclosed a modification of the invention showing the application thereof to a plain tube type carburetor. In this figure the parts are diagrammatically illustrated, and except for the fact that two fuel nozzles are provided for delivering fuel to the mixing chamber, the parts may be constructed and arranged substantially as illustrated in connection with-the modiiication illustrated in Figs. 1 to 11. The mixing chamber 208 is adapted to be supplied with fuel from an idling passage 2M and from the main fuel passage 2. A valve 2M is adapted to control the supply of fuel to the nozzle 2", and the is connected to the throttle 2|! in such a'manner that the passage Ill-is closed until the 2111 while the valve 218 is being fully opened.

The operation of the remaining mechanism is substantially the same as that described in Figs. 1 to 11.

The remainder of the carburetor diagrammatically illustrated in Fig. 12 comprises an accelerating pump 231, similar to the accelerating pump 31, 35 illustrated in Figs. 1 to 11, a valve 241, similar in construction and operation to the valve 41, a pump discharge metering valve 241, similar to the pump discharge metering valve 41, and a draft actuated valve 212, similar to the draft actuated valve 12.

In Fig. 13 there is illustrated a modification of means for delaying complete closing of the throttle 10. This means comprises a throttle lever 285 and an adjustable stop 231 therefor, cooperable with a dashpot. indicated generally at 31111, which is adapted to cooperate with the stop 291 so as to delay the final closing movement of the throttle connected with the lever 285, the dashpot being provided with a suitable piston having a head 381 which is adapted to be engaged by the end of the adjustable stop 291. As the throttle is opened, the lever 28-5 moves in a counterclockwise direction, and the end 3112 thereof engages the head 301 of the dashpot piston for moving the same outwardly, as a result of which outward movement liquid fuel will flow from the fuel chamber through the passage 3113 into the cylinder of the dashpot and through a cross passage 304 of the dashpot piston to the space beyond the valve 305 to occupy the space left vacant by the piston upon the outward movement thereof.

In Fig. 14 there is illustrated a modified form of construction for the lever 51 of Fig. '1, in which a bimetallic strip 310 is incorporated in the lever B1 soas to position the metering pin 332 similar to the metering pin 32 responsive to the temperature conditions existing around the engine at the time of starting and immediately-thereafter.

Fig. 15 diagrammatically illustrates a modification of the invention provided with means for changin from an economy mixture to a full power mixture substantially instantaneously, regardiess of the degree of throttle opening. This means comprises a throttle lever 385, similar to the throttle lever 85 of Fig. '1, a draft actuated valve lever 313, similar to that of the draft actuated valve lever 13 of Fig. '1, a metering pin 332, similar to the metering pin 32 of Fig. '1, and a lever 381, similar to the lever 81 of Fig. 11. A spring 314 is provided for actuating the lever 381 in one direction of movement thereof, and a connecting link 315 is pivotally connected to one end of the throttle lever 385 and pivotally connected also to one end of the link 316, the other end of the link 315 being pivotally connected to the draft actuated valve lever 313. The link 318 is provided with a cam 311 for the purpose of actuating the lever 381.

The operation of this device is based upon the fact that for any degree of throttle opening, the draft actuated valve positions. the lever 313 to a position corresponding to the said degree of throttle opening. However, this said positioning of the lever 313 corresponding to the said opening of the throttle lever 385 occurs only when the engine speed, by reason of a lessening of the load upon the engine, increases to a point corresponding to what is commonly called a "cruising load. In view of the above described action, when the throttle lever 385 is opened quickly, the cam 311 is lowered correspondingly, and the lever 381 is therefore allowed to tilt about its fulcrum by action of the spring 314, thereby raising the metering pin 332 and producing a full power mixture. The maximum movement of the lever 381 is limited to only such movement as effects full power mixture. while the cam 311 may have been moved a distance considerably greater than the'above mentioned movement of the lever 381 while the throttle was opened by movement of the lever 385. However, the following-up movement of the .draft actuated valve lever 313 moves the levers 315 and 316 and the cam 311 into re-engagement with the lever 381, thereby tilting the lever 381 and lowering the metering pin 332 to re-establish an economy mixture for that particular degree of throttle opening, as explained above. However, when the throttle is moved to the full open position, the following-up movement of the draft actuated valve lever does not bring the earn 311 into re-engagement with the lever 381 as the engine reaches top speed, so that the full power mixture remains at that speed, thereby enabling the engine to put out its maximum power.

Referring now to Figs. 25. 27 and 29, there is illustrated a modified form of construction of the normal fuel metering means, certain of the controls therefor, and the discharge valve for the pump.

Fig. 25 is a fragmentary view similar to Fig. 6 and discloses a modified form of normal fuel metering means and discharge valve for the pump. In this modification the body of the carburetor is provided with a bore 425 in which a tubular member 421 is fitted. A sleeve 429, fitted within the bottom end of, the member 421 and projecting therefrom, is seated on the bot tom end of the bore 425. The interior of the tubular member 421 is provided with a restricted portion 431 which cooperates with a movable valve member 433 for regulating the fiow of liquid fuel from the liquid fuel reservoir 435 into the upper part of the tubular member 421. A pipe 431 is fitted into the upper end of the member 421 and extends to a point above thelevel of fuel 433 in the reservoir. A sleeve member 441 is fitted into the upper part of the bore 425 and provides a space around the upper end of the pipe 431'from which liquid fuel may .fiow in response to the suction produced in the mixing of the mixing chamber 443 and is provided with 'a check valve 449 similar to the valve 28 of Fig. 4. The nozzle 441 differs from the nozzle 18. in that the nozzle 441 does not communicate with atmosphere except through the passageway 445 and the air metering valve hereinafter described. The air metering valve indicated generally at 458 comprises a bushing 452 providing an air entry passageway 480, said-bushing being fitted in one end of the sleeve 441, and a movable valve entrance of air into the fuel metering means which consists of the parts heretofore described.

The pin 454 is provided with a stem' 456 on which the liquid fuel regulating valve member 433 is formed. The lower end of the stem 456 below the valve '433 may be provided with a piston 456 which cooperates with the sleeve 42!! to provide a dashpot similar to that illustrated at 34 in Fig. 6 and for essentially the same purpose. The interior of the bushing 452 which forms the air entry port or passageway comprises a Venturi-shaped passageway of fixed length and of varying cross section, at least throughout a part of its length.

When the valve member 454 is moved upwardly, the air entry passageway 46!! formed between the pin 454 and the bushing 452 will control or regulate the amount of air entering the fuel metering means for the purpose of controlling the amount of fuel discharged from the upper'end of the pipe 431 responsive to the suction in the mixing chamber 443. As the valve member 433 moves relative to restricted portion 43! and with the pin 454, the fuel entry passageway between members 43l and 433 will be varied for controlling or regulating the amount-of liquid fuel entering the fuel metering means for the purpose of controlling, at least in part, the amount of fuel discharged from the upp r end of the pipe 431 responsive to the suction in the mixing chamber 443. As the air metering valve opens beyond the position of the pin 454 for part power-cold," the liquid fuel metering valve members 43L 433 will be positioned to restrict the flow of liquid fuel into the fuel metering means until the pin 454 reaches the position for "part power-hot. Further opening movement of the pin 454 will move valve 433 relative to portion 43l so as to increase the size of the opening therebetween, thereby permitting increased flow of fuel into the fuel metering means. The upper end of the pin 454 may be formed to provide a collar 462 by means of which the pin 454 may be moved, and a guide 464 suitably supported by the carburetor body is adapted to cooperate with an upper stem portion 466 of the valve member 454 for guiding the same upon movement thereof.

In the diagrammatic illustration shown in Fig. 29 of the operating and control mechanism for the air metering pin 454, insofar as the same differs from the construction shown in Fig. 16, the various amounts which the metering pin 454 is raised 011 its seat to provide the various fuel mixtures required by the engine are indicated by the series of dotted lines immediately above the collar 462. In the position in which the air metering valve member 454 is shown in Figs. 25 and 29, the fuel metering means is set for supplying to the engine a rich mixture fo starting a. cold engine. In this position the air metering valve 450 is closed. The valve member 4540f the air metering valve 450 is moved by the thermostat, and the throttle, as will hereinafter be described, to permit the flow air through the passageway 460. r

In lieu of the arm 61 which operated to adjust the air metering valve of the construction shown in Fig. 16, the construction shown in Fig. 29 is provided with an arm 461 pivoted at 468 and an arm 469 pivoted at the same place. The free end of the am 469 is engageable with the under side of the collar 462 for raising and lowering the metering pin 454. A tension spring 416 connected to the arms 469 and 461, as illustrated, and a stop 412 will cause the arm 469 to move downwardly when the'arm 461 moves upwardly and will tend to cause the arm 469 to move upwardly when the arm 461 moves downwarly. The free end of the lever 461 is engaged and actuated bythe cam it. Insofar as the parts of the construction illustrated in Figs. 29, 25. and 2'7 are the same as those illustrated in Fig. 16,.the same reference characters have been used. The cam 13 is adapted to be moved by the air valve l2 upon movement thereof through the medium of links it, 66, and 62. Therefore, it will be seen that as soon as the air valve t2 opens, due to the starting of the engine, cam 13 will, through the levers 461 and 469, raise the pin 454 off its seat into a position where the collar 462 will assume the position shown in dotted lines and designated part power-cold." This phrase "part power-cold has reference to the operation of a cold engine with the throttle i6 partially open. Means are provided in this modification to prevent full opening of the throttle I6 when the engine is cold and which comprises a stop 416 carried by the thermostat 96 and whichis adapted to obstruct the path of an arm 418 carried by and movable with the throttle l0 so as to prevent the full opening thereof when the engine is cold, in order to facilitate better vaporization of the fuel in the induction system.

A link 482, similar to the link 82 of Fig. 16, is connected at one end to the throttle valve In so as to move therewith and adjacent its other end is provided with an arm 484 which is adapted to engage an arm 486 carried by a lever 488. The

lever 488 is pivoted at 490 and is provided with an arm 492 which is adapted to engage the arm 469 for moving the same downwardly so as to lower the metering pin 454 upon opening of the throttle. It is apparent that considerable opening movement of the throttle can take place before any movement of the metering pin 454 takes place in the downward direction, so that only the last few degrees of throttle opening before striking the stop 416 moves the metering pin 454 from the position it was in to its new position or, as otherwise stated, from the position of part powercold" to full power-cold.

In this new position of full power-cold, the flow of air through the air metering valve 450 is further restricted, and-hence the mixture supplied through the fuel metering means will be richer than that supplied before the metering pin was lowered. This lowering of the metering pin from the position indicated as "part power-cold" to a position indicated as full power-cold occurs upon opening of the throttle when the engine is warming up. Full power-cold has reference to the condition of an engine before the same is warmed up and operating with a full open throttle as limited by stop 416. In the event that the engine becomes flooded with excess fuel due to faulty or accidentally wrong starting routine, while trying to start a cold engine, the engine can be aired out by moving the throttle open until it is stopped b the stop 416 as above described. When the throttle has been so moved, the richness of the cold starting mixture is leaned out and the starting of the engine facilitated due to the fact that more air passes to the engine, since the throttle is nearly wide open. As the throttle I0 approaches the stop 416 the end 496 of the link 

